Internal-combustion engine



June 17, 1930. 7 n A l.; GAUSE'L A1,764,557

INTERNAL coMBUsTIoN ENGINE attoznm June 17, 1930. E. GA'UsEL INTERNAL coMBUsTIoN ENGINE 4 sheets-sheet 2 Filed Aug, 24, 1928 lwwntoa June 17, 1930. E GAUSEL I INTERNAL coMBUsTIoN ENGINE.

Filed Aug. 24, 1928 4 Sheets-Sheet ation/m s1 June 17, Lr1930. E. GAUSEL INTERNAL coMBusTroN @NGINE Filed Aug. 24, 1928 4 sheets-sheet` 4 Patented June 17, 1930 TES @i INTERNAL-COMBUSTION ENGINE Application sied August a4, 192s. ser-iai No. 301,772.

t This invention relates to the broad class of internal combustion engines and it has morepfarticular ,reference to a number of y* novel structural improvements closely asso- -5 cia-ted incooperating in producing amore dependable and efficient motor.

A'prim'ary structural feature is predicated upon `a distinct type of rotary cylinder valve, the `same being in the form of a sleeve mount-V 10 ed for free'. rotation in a complementallcylindrical portionfof the block casting,`this sleeve beingequipped WithV a Worm gear receiving continuous rotary motion from a coacting rotary Worm shaft Which is in turn operativei5 ly "connected with the engine crank shaft through the medium of positive driving gears.

An equally important structural distinction is a peculiarly shaped lubricant conducting groove Which is formed in the exterior 2c ofthe cylinder valve and Which is designed to nitomatically conduct the lubricant and to collect and maintain portions of said lubricant when the cylinder valve is at a standstill, in order to insure properapplication of the lubricant the moment that the motor is started.

A further feature of construction is based uponfan appropriately arrangedclosure in the casting `in order to permitnproper access 3o to ,be hadrto the Worm shaft, gears, and shaft lubricating trays or pans. Y

A `still further structural distinction is found in the head construction of the block andy associated spark plug mountings Which are designed to form closures for the upper ends ofthe cylinders and function as guiding yand retaining means for the corresponding ends ofthe cylinder valves.

f O. her features and advantages of the inventionwill become more readily apparent from the` following description and drawings. i s In the,.dravvings Figure 1 is a side view of a motor constructed in accordance with the invention showing the details section and elevation to disclose vthe arrangement of parts clearly. l

v Figure 2 is ,a vertical section through the structure.l

iii):V Figure?) a horizontal section taken approximately upon the planeof the line 3 4?, of Figure2. Y VFigure t is a detailed perspective View of one of the cylinder valves", i v f A Figure 5 is an enlarged fragmentary section showing one of the Worin shaft bearings. Figure Gis a perspectivey view of an oil pan or trayassociated With said Worm shaft. Figure 7 is a perspective View of a supportsvr 7, ing bracket for theloWer end structure of the 30 cylindervalve. n f l Figures'S, 9, 10 and 11y respectively lare horizontalv sectional views through the valve and cylinder construction,showing the successive positions of the valve during thein-4 take, compression, ring andfexhaust Referring noW to the drawings by reference numerals. it vvill'be seen; that the motor block is .designated by the reference character 12, th-eheadat 13, the crank case4 14, the crank shaft 15, the recprocatoryy pistoniL 16 and `com'iecting rods 17 All of these parts l are of conventionalconstruction. Then, too, the exhaustand intakeports 16 andl arel of ordinary construction and the'manifold` 7 18 is of'suitable construction. n Y f y As shown inFigure 1, the m-otor block casting embodiesopen-ended stationary'cylinders' y 19 having c(immunicatingy lubricant or o ilf conducting ducts20 see Figure 1) and trans. 8'0" versepartitions 21 (see F iffure) shaped asl shown at 24: in Figure 5 to form one-half of a bearing. ,At this point rWe lalso ,observe re-` movable bearing caps 25 which complete thei bearing structure. o l c i y The bearings formed by the parts 24 and 25 function toV accommodate the journal por'- tions26 (see Figure 3) of therotar'y Worm shaft. This Worm'v shaft is formed of longi f Y Y tudinally spaced threadedportions 27 and onn oc one end -of the shaft is a gear28in mesh With a s complemental ,gear 29 on the crank shaft. This permits the motion to be transmitted. in proper timed relation to the Worm shaft. In .connection with the yWorm shaft II Wish: to'` 95 call attentionJ to the provision of suitable lubricant containing trays or `pans 30` properly supportedfor lubricating the threads of thek Worm portions r27. Also, opposite the shaft and the trays the casting is provided With a 10s.

longitudinal entrance opening closed by a suitably shaped closure plate 31. This permits access to be had to the worm shaft and complemental details.

Attention is now invited particularly to Figures 2 and 4. In the latter figure the reference character 32 designates a vertically disposed cylinder valve which is of tubular sleevelike construction. This 'is arranged vertically in the cylinder jacket 19. It is provided at its bottom with aworm gear 33 and at its top with circumferentially spaced rectangular ports 34, 35 and 36 ap-V propriately located for successive registry with exhaust and intake ports 16 and 17 as detailed in Figures 8 to 11 inclusive. Also, as before intimated, the exterior of the valve is grooved and embodies upper and lower annular grooves 37 and 38 and a connecting spiral groove 39. IncidentallyT the groove 38 communicates with the oil feed duct 20 andthe lubricant is carried up to the groove 37 by the spiral Vconnecting portion 39. The

portion 39 is formed with irregular portions 40 which function as pockets which serve to collect and retain Va small portion of the lubricant for effective lubricating purposes when the engine is started. The cylinder valve is arranged as shown in Figure 2 wherein it will be observed that the worm gear 33 is located opposite and in mesh 'With the worm shaft and is interposed between antifriction ball bearing structures 41 and 42. The upper bearing structure abuts the castings while the lower bearing structure is supported upon suitably designed brackets 43 and 44. Access is permitted to all of these parts through the entrance opening when removing the closure plate 31. l It is obvious that the cylinder or sleeve valve 32 functions additionally as a liner for the reciprocatory pistonr16. It is of a length to project down into the crank case with its upper end ter. minating in downwardly spaced relation from the corresponding end of the cylinder jacket 19. j

In connection with the latter structure I tall attention to the closures employed at the upper end of these parts. Each closure embodies a conical portion 45 having a central upstanding neck 46. VThis neck has an upper threaded end extending through an opening in the cylinder head 13, where We find a retaining ring nut 47. The neck functions as a cup for receipt of the spark plug 48. The closure also includes a marginal rim, a supporting and fastening liange and an inwardly offset portion 49 providing a. guide channel and shoulder abutments for the upper end of the rotary valve.

In operation it is obvious that the worm shaft receives power in a 1 to 1 ratio from the engine crank shaft through the medium of 'the meshing gears 28 and 29. With this arrangement the rotary cylinder valves,.of

Y valve will be clear.

which there may be any number, are operated at a 6 to 1 ratio. It is obvious however that the structure must be so timed as to cause the valves to rotate to occupy the approximate successive positions detailed in Figures 8 to 11 inclusive, in order that the ports 34, v35 and 36 will register in proper order with the exhaustand intake ports 16 and 17-4 Reference being had to Figures 8 to 11 inclusive, the respective positions of the In Figure 8 the valve registers with the fuel intake port 17. In Figure 9 the intake port is closed during compression, in Figure 10 the intake and exhaust portsV are still closed during firing and in Figure 11 the exhaust port is uncovered.

As before indicated during the rotation of the valve, oil is delivered under compression through the chiots 20where it finds its way into the groove 38. From` here vit feeds automatically to vthe spiral portions 39 of the groove and into the top groove 37 in each valve. A limited amount of oil isV retained in the pocket portions 40. From the foregoing description and drawings it will be seen that the construction is characterized by many desirable advantages. The gear driven sleeve or cylinder 'valve having a ratio of 6 to 1 with the crank shaft reduces the friction by many times that of the friction produced in the conventional sleeve valve motor of today. The sleeve having a perfect rotary motion does away with any jerky action and insures positive and continuous rotation and'proper'intake and eX- haust. A compression ratio of`5 to 1 may be obtained insuring ample power. The mounting and location of the spark plug is ideal, as is the force feed and automatic lubrication of the cylinder valve. The wear and tear is even and smooth and adds longevity to the life of the motor. The structure is characterized by unusual compactness and convenience of arrangement and there are no intricate cam shafts, tappets, pushrods, valve guides, etc. The positive mechanical opening and closing of the ports, as Well as the rectangular shape providing for proper intake and exhaust, is a feature not to be overlooked. Theforc'e feed lubrication and method of conducting it to the essentialA parts is a noteworthy feature. All told, it is apparent that the construction is decidedly efficient in performance, positive and dependable in action, smooth and quiet in operation, a mechanical achievement in the yart and therefore capable of fulfilling the requirements of an invention of this class in an improved and suitable manner. These and other advantages and features of the invention have doubtless been made apparent and consequently a more lengthy description is regarded unnecessary. Y Y

Minor changes in shape, size and in the arrangement of parts coming within the field of the invention claimed may be resorted to kif desired. Y

What I claim as new is:

In an internal combustion engine of the class described, a crank case, a crank shaft mounted therein, a. plurality of cylinder jackets mounted onsaid case, a cylindrical tubular valve mounted for rotation in each cylinder jacket and provided at one end with an operating Worm gear and at its other end With circumferentially spaced equidistant rectangular ports,l the intermediate exterior portion thereof being formedl With spaced circumferential l O rooves connected bv a 1ongit'udinally disposed spiral groove, having irregular shaped portions forming lubricant collecting and retaining pockets, means for operating said valves from the crank shaft, and means for establishing communication v between the lower circumferential oil groove of each valve and the crank case for the purpose set forth. n

In testimony whereof I aHiX my signature. Y EARL GAUSEL. Y 

